Power and brake controller



Jan. 26, 1954 POWER AND BRAKE CONTROLLER Original Filed June 29, 1950 5 Sheets-Sheet l Iigi 20 4 25 58 i0 Q g 8 JNVENTOR.

A7 TORNEY H. c. MAY 2,667,247:

Jan. 26, 1954 H. c. MAY 2,667,247

POWER AND BRAKE CONTROLLER Original Filed June 29, 1950 5 Sheets-Sheet 2 oo 07 950 e5 IN V EN TOR.

Harry G May QALZ 65%.

A T TORNE Y Jan. 26, 1954 H. c. MAY 2,667,247

POWER AND BRAKE CONTROLLER Original Filed June 29, 1950 5 Sheets-Sheet 3 e2 fi m ,5 if 9 FOR. Q

Q/ WI 105- 160 5. 162 JNVENTOR. 164 Harry C. A115 AT TO/PNE Y Jan. 26, 1954 H. c. MAY

POWER AND BRAKE CONTROLLER 5 Sheets-Sheet 4 Original Filed June 29, 1950 2 O 9. 5 O 2 5 N IN V EN TOR.

lwzw

ATTORNEY Jan. 26, 1954 H. c. MAY 2,667,247

POWER AND BRAKE CONTROLLER Original Filed June 29, 1950 5 Sheets-Sheet 5 mlll 1o7 Q6 91 100 A10 95 """ll WK INVENTOR. 90 BY Haz'zy G May IJJW AT TORNEY Patented Jan. 26, 1954 UNITED STATES ATENT OFFICE POWER AND BRAKE CONTROLLER Original application June 29, 1950, Serial No. 171,078. Divided and this application October 13, 1951, Serial N 0. 251,225

6 Claims.

This invention relates to power and brake controllers and more particularly to apparatus for selectively controlling the direction and speed of operation of diesel propulsion engines and also dynamic braking on diesel electric railway locomotives, the present application being a division of my copending application, Serial No. 171,078, filed June 29, 1950.

The principal object of the invention is the provision of a multiple position operators controller for selectively controlling by electrical means the direction of operation. of a prime mover, such as a diesel engine, on a diesel-electric railway locomotive. and also for selectively controlling by electrical means the degree of propulsion power exerted by said prime mover or the degree of dynamic braking on said locomotive by combined electrical andpneumatic means.

Another object is the provision of a manually operative controller embodying mechanical means for preventing movement of the control handle into or out of the braking zone without the intervening manual operation of nullifying the effect of said mechanical means. I

Another object is the provision of a manually operative controller of the above type embodying manually operable mechanical means for locking said controller in a neutral position in which all electrical circuits through the controller are open, thereby rendering the braking and propulsion equipment inoperative. 7

Still another object is the provision of a manually operative controller of the above type embodying mechanical means for introducing a delay action for limiting the degree of increase in propulsion power to a preselected amount until ,a responsive reverse manipulation of the handle is made.

Another object is the provision of a manually operative controller of the above type embodying mechanical means for introducing a delay action for limiting the degree of increase in dynamic braking to a preselected amount until a responsive reverse manipulation of the handle is made.

Other objects and advantages will be apparent from the following more detailed description of the invention.

To attain these objects there is provided a power and brake controller device having a single handle for operating an electrical rotary controller device and a fluid pressure operated selflapping valve device to control propulsion or braking of a vehicle equipped with said device in either a forward or reverse movement of the vehicle. The handle has a neutral position in which it may be locked manually and from which it may be moved in one direction to a non-operative, or off, position in a transverse path of manipulation in a zone for controlling propulsion at one side of the latter position and braking in a zone at the other side of the latter position for forward movement of the vehicle. Movement of the handle in the opposite direction from neutral position brings the handle to a non-operative, or off position in a transverse path of manipulation for controlling propulsion in a zone at one side of the latter position and braking in a zone at the other side of the latter position for reverse vehicular movement. However, the handle can not be manipulated in either transverse path until the handle has been pulled or shifted outwardly so that the profile of a portion of the handle can match the profile of slots in a cover for guiding the handle in the transverse paths. Nor can the handle be manipulated into or out of the braking zone in either transverse path until a mechanical lock-out mechanism obstructing said paths has been manually withdrawn from said paths. Nor can the handle be manipulated in a power increasing direction in either transverse path for more than a certain distance without a relatively short intervening reverse manipulation of the handle.

In the accompanying drawings; Fig. 1 is an end view, chiefly in section, of the improved power and brake controller; Figs. 2 and 3 are views, partly in section and partly in outline, taken substantially in the lines 22 and 33, respectively, in Fig. 1; Fig. 4 is an enlarged sectional view of the portion of the controller shown in outline in Fig. 1; Figs. 5, 6 and '7 are sectional views taken substantially on lines 5+5, 6-6 and 7-'! respectively, in Fig. 4; Figs. 8, 9 and 11 are sectional views taken substantially on lines 8-8, 59 and lli i, respectively, in Fig. 2; and Figs. 10 and 12 are views of the portion of the controller shown in Fig. 9 but with the parts thereof disposed in other positions.

Description As shown in the drawings, the improved controller or control valve device comprises a bracket or body portion I to which is mounted at the top a guide portion 2 .by screw-thread means 3, at the bottom a fluid pressure control valve mechanism 4 by screw-thread means 5, and at the side an electrical rotary controller mechanism 6 by screw-thread means 1.

The control valve mechanism 4 comprises a 3 casing 8 containing a flexible diaphragm 9 having at one side a chamber In which is open through a restricted port, or choke, H to a passage l2, one end of which is connected to a pipe I3. At thenopposite side of the diaphragm 9 is a chamber I=4,"-which is open to atmosphere through a port I5. A diaphragm follower I6 contained in chamber I and engaging one side of diaphragm 9 has a screw-threaded stud II extendingtthro-ugh a central opening in the diaphragm into'ehaniber l4. A follower l8 in ch'amberjI' lrengages the opposite side of diaphragm'B and anus-lemma IT is tightened against the follower -'f8 and clamps the central portioncf said diaphragm be- I means-of apairof oppositely facing bushings 55 tween said follower and theifollower It.

The follower It has a sleeve-like extension 29 slidably mounted in a bore 2| provided in the casing 8 in coaxial relation with diaphragm '9. Also slidably mounted in this bore beyond the :extension msis'a piston=Z2 having an operating rod- 23t-proj'ectin'g throughrani opening: in the icasing-8- to the exterior thereof.

Between the sleeveelike extension :29 :7 and *pis- ":ton 2 His a tfchamber '24 open .to :pas'sage I2 and scontainin'g' a release valve-25' disposedwithin the sleeve like extension ZQ -and arranged to icoop- 'erate evvith .a seat provided onthefollower l6 around "a 2 passage 26 whichextends '7 through -i the stud H and opensito chamber: I4.

'I'he piston '22 comprises two'parts Z 21 and 28 securedtogethr byscrew-threadlll. "Each of B the piston parts 21 and z8xca'rriessa sealing ring -30 having- 'sli'din'g :conta'ct with thewall ofi=bore 2 I --and :"said *parts cooperate. to form =exteriorly woe-me fpiston an annular :cham'ber 3I ibetween "the two sealing 1 rings r30, which chamber 31 :is connected byra passage 32toia fluid pressureisupi=vplyt=pipei33. The sealing rings 530 1 prevent" leakage :of fluid =under pressureifrom :chamber 3 I :Theftwo pistonparts 2? and -28 also cooperate to form' within the piston 22 a chamber 34which -is:openithrough:one or more ra'dialportsi35 to:the annulari'chamber 3I. A supply valve 336 con- 'tained in chamber 34 is a'dapted to cooperate with ai'seaton the'piston part 'ZB for controlling communication between said'chamber and a bore -53! extendin through 'the piston apart :28 and opening to chamber- 24. stem' 38 of smaller diameter than 'bo're 3'! is conn'ected at one end to the supply valve 3fi and at the opposite end to ithe release valvefl 5 whereby said valves are'mov- :ablef'in unison. A biasispring 39 in -chamber 33 'actson the supply valve' 36 urging it toward its seat. :"A 'spring' 4B in 'chamber zdlis interposed .*.between the "isleeve-like extension 20 and the .piston part ZBSan'dYis provided to" urge-the" piston :"22 in-a direction away-fromthediaphragmfl. "The rod 23' isof smaller diameter than piston? 2 order to provide a stopshoulder' 4 I arranged to 'be 'engage'd byan overlying-shoulder on the casing 8 ""for' limiting outward" movement of the pi'ston 22 bylspring 40. i i

Chamber I4 contains'a control-spring 43, one end of which bears-against the diaphragm follower I8. The opposite end of the spring 43 is supported ona 'fol1ower"M-'which in turn suppbrtea by an adjusting screw 45 having screwthreade'd engagement with the "casing 8. By

suitable adjustment of' the screw 45' any-desired 'pressureof "sprin'g'43 against the diaphragm fellower" I8 may be obtained.

'lTheupper end'of the operating rdd fi engages one end of a lever 46 which i ifulcrume'd at' its other end on aapin'flcarrle'don an'iarm 48aproiectingfrom the casing 8. A roller 49 is pivotally 4 mounted on a pin 59 in said lever 46 so as to extend above the surface 5! of the side of the lever opposite the side engaging the rod 23. As will appear later, the roller 49 is arranged to be 5 engaged bya-aa-cam member 5211of alever assemblage i53i so that rotationtdf theascam'member 52 in a certain direction will move the operating rod 23 downward and operate the control valve mechanism-Ado supply fluid under pressure by 1' way or pipe I3 to a fluid pressure motor (not sshow'n)ato'foperatessaid motor for selectively con- -trolling'dynamic braking.

'ThemamIri-enEUer 52 is mounted on a cylindricalrportion orwsleeve 54 which is supported by inzazcasing 'fzfi :ofthe body portion I and is provided with a pair of upwardly extending lugs "5I(-Fig. 2) between which is rockably mounted adjacent its lower end 'a control arm 58 by means -6f a headed screwethread "pin -59 extending through i the lugs andr'secured therein by "a nut 150, the arm 58 "extending I upwardly through the interior "of I a'casin'gfifi I iWhiCh'haS :securedtthere- "ona guide plate 62, of the .guideportions 2.

The lever assemblageEBycof which thercam niember' 52 and control arm eB'fco'nstitute azpart, further comprises a sleeve portioni63warranged 'to be sli'dably carried on the Sarm ifiitoscarry on its upper enda" handle- 64 fformed ore-suitable 3O composition material. Adjacent itstupper .end, the sleeve portion 5 63 is r provided with a; pin 65 which extends transversely :to the: armr through an elongated opening- 66m the upper end of control arm 58 so as to permit: longitudina1i:move- 'ment ofthe sleeve portion li3' relative'to thereonf trol arm-'58.

Adjacent its lower 1 end, a x'lateral surface :61 of the sleeve portion 63 is provided with "two 'notehes fitl and BQ l-Fig. -2) {which areadapted to ride under a springpresse'd detent 1 I3 andithereby definef'an u'pperand a lower-position, respectively, of 'tl-le handle fi' 'for limiting the speed with which the eperator may'move thelhandle :64 'from reverse to-forward'position, or-viceversa, as' w-illhereinafter more fully-appear. The detent fll 'is contained in a avity l'l of an armf12 mounted on the control arm 58 'by'means :of-a *screw l3 so' asto lie over the"n0tches 88,=ffi9-. spring I4 is retained in v the cavity 1 I I -byi'means of a cap'-scr'ew 15- so as to I urge the idet'ent I I] int-o "engagement -with' the -arm 5B as' "previously noted. 7

The guide 'plate' 62 is provided with i a (Sub- '-'stantiall'y H sh'aped slotted-opening 'I-Wforiguidin-g the-movement of the sleeve'portion 63 therein and-thereby that' ofIthehandle EII. I-n. across or horizontal portion 11 of the H-shape'd opening 16,-as vi'ewed -in' Fig 3, 'there are a pair of 'op 'io's'itely facinglips 'or ledges 18 which must-extend into "aifdregister, or -matchgw'ith the profileof a reduced squared= portion' 9 of thesleeve portion 6 *b frf" he handle 64 can be moved *from one end to" theot'her of t-he portion 'll "of slot "I6. In this longitudinally located po-sitionpf 55 f thefsleeve' portion -fiii on the-arm "58,- the detent "I II"rests"iIrthenoteh B 9* ofthesurfa-ce 6 I on the sleeve portion 63. V

Asf shown'in Figs. 1 'an'd'--3,=*the 'handlet may 1 be locked in' an operative 'orneutral' position mid- 7 ""way in'the horizontal portion l'lof the opening -'IB*-by -'means ef a bifurcated lock 86*which may be' movedl into engage-m'enirw-ith" the opposite'outward-ly facing sides 79a of a sc uared portioniof .thetsleeveiportioni:63. z'me 'rlock 280 is mounted on the inner face of the guide plate 62 by means of a headed pin 8| secured in said guide plate and extending through a slotted opening 82 in said look so as to permit movement of the lock into and out of engagement with the sleeve portion 63. A pin 83 slidably mounted for movement in a transverse direction in a suitable opening in the lock 90 extends through a slotted opening 84 in the guide portion 62 and is provided at its outer end with a button 85 which may rest in a recess 86 at the outer side of opening 84 which positions the lock 80 in an advanced or looking position as shown in Figs. 3 and 11, or in a similar recess 81 which positions the lock in its retracted or unlocked position. The inner end of the pin 85 is provided with a retainer 88 for a spring 89 which urges the button 85 into one or the other of the recesses 66, 8?.

There is also mounted in the guide plate 62 a braking lock-out mechanism 90 whichcomprises a pair of overlapping legs 9 I, 92, rocka'bly mounted on a plane-surface pad 93a at the inner side of the plate 62 by means of a pin 93. The overlapping portions of legs 9|, 92, are provided with openings 94, 95, respectively, each of which may register either fully or in part with the other and through which extends a cam portion 96 of an actuator 91 having an integral handle 98 for rotating the cam portion 96. The actuator 91 is secured in the plate 62 by screw-thread means 99. The legs 9|, 92, are provided with opposite and outwardly extending lugs I00, IOI, respectively, which are urged to their normal apart position, as shown in Fig. 9, by a spring I02 interposed between and seated in suitable cavities in said legs.

With the braking lock-out mechanism 90 in its normal expanded position as shown in Figs. 2, 3 and 9, the lugs I00, IOI extend into their respective undercut portions I03, I04 (Fig. 1) of slots I05, I06, respectively, of the opening I6 in such a manner as to block movement of the handle 64 into a braking zone, indicated by the markings B, B shown in Fig. 3, for either reverse (marked REV) or forward motion (marked FOR) of the locomotive. When it is desired to effect braking while the locomotive is in motion in either forward or reverse direction the operator may rotate the handle 98 in either direction.

Upon rotating the handle 98 in a clockwise direction, as viewed in Fig. 3, the cam portion 9 6 will be rotated in the same direction from the position shown in Fig. 9 to the position shown in Fig. 10, thereby moving the lugs I00, I M of the legs SI, 92, respectively, inwardly to the position shown in Fig. and thus permitting the handle 64 to be actuated into the braking zone. Because of the contour of the outer edges I01, I08, the handle 98 may then be released without interfering with the movement of the handle 64 in the braking zone of slot I05 or I06 until the handle 64 is moved to a position adjacent the non-operative or off position, indicated by markings F--F shown in Fig. 3, at which time either lug I 00 will enter a notch I09 in forward braking control, or lug IOI will enter a notch H0 in reverse braking control, as shown in Fig. 11. Movement into neutral position will then be blocked until the handle 98 of the lock-out mechanism 90 is rotated again to retract the lugs I00 and IOI as previously described.

As previously noted, the operator may rock the handle 64 together with the arm 58 in a clockwise or counter-clockwise direction about the pin 59 as viewed in Fig. 1 thereby actuating a yoke, or two-pronged fork, III formed at the lower end of said arm in an arc of a circle about the center of the pin 59. The arm 58extends through and is slidable in an opening H2 in the sleeve 54 and an opening H3 in a plunger II4 slidably mounted in the sleeve 54 so that the yoke III engages and overlaps a pin II5 extending diametrically across the opening II3 for operating the plunger toward the left in response to clockwise movement and toward the right upon counter-clockwise movement of the handle 64 as viewed in Fig. 1.

The plunger I I4 is provided with a substantially vertical, diametric bore I I6 at each side of the opening II3, in which bore is mounted a ballshaped detent II'I biased downward by a spring IIB operably secured in said bore. When the plunger is disposed at its extreme right-hand position, as viewed in Fig. 1, which is for braking and propulsion control for forward movement of the locomotive, the detents II! are adapted to seat in a pair of openings I2 I. When the plunger is actuated from its extreme right-hand position to its extreme left-hand position for propulsion and braking control for reverse motion of the locomotive, the detents II'I rise out of their seats in openings I2I and ride the inner surface of the sleeve 54 to openings I20 where they are then resiliently seated.

Referring in particular now to Fig. 8, it will be seen that there is rotatably mounted by means of pins I22 at opposite sides on the casing 56 of the body portion I a pair of oppositely arranged contact arms I 23, I24 which are biased by respective springs I25, so as to rock said arms about the pins I22 in opposite directions for maintaining the corresponding ends of each of said contact arms in contact with its respective end of the plunger H4. The ends of the plunger II4 are provided with wearing tips I26, I21 for engagement with wearing tips I28, I29, respectively, which are adjustably mounted in the contact arms E23, I24, respectively.

On the end of each of contact arms I23, I24 opposite the end engagingthe plunger II4 there are resiliently mounted on contact bases I30 by means of retainers I3I, springs I32 and screwthread means I33 a pair of bridging contact members I34 and I35, respectively, which are directed inwardly for engaging'two pairs of stationary contacts I36 and I31, respectively, mounted on a contact base I38 by screw-thread means I39 which base is in turn mounted on a pgtil'tion of the casing 56 by screw-thread means As previously mentioned, when the plunger H4 is shifted to the right upon movement of handle 54 to the left as viewed in Fig. 1 the upper and lower pairs of contacts I31 are bridged by the corresponding upper and lower contact members I35 (Fig. 8) to energize circuits for selective control of braking or propulsion forward movement of the locomotive by maneuvering the handle 64 in the slot I05 of the opening I6. Conversely, to effect selective control of braking or propulsion during reverse movement of the locomotive the handle 64 is moved to the right, as viewed in Fig. 1, and the plunger H4 is shifted to the left thereby causing the upper pair and lower pair of contacts I 36 to be bridged by upper and lower contact members I34 for'energizing the proper circuits for control of braking or propulsion for reverse movement of the locomotive by maneuvering the handle 64 in the slot I06 of the opening 76.

[A gear segment I (Fig. l) is rotatably mounted on-the sleeve 54 and rigidly severed 'by forming a part of the rotary controller mechanism B. An-op'erative'connection between the pinion I45 and shaft M6 is efiectedbymeans of a semi-circular key I4! and a set-screw i'AB mounted in suitable openings in theipinion'and shaft. Apin 'Iilila ismounted in the cam member 52 and registers with an opening M51: in the a pinion hi5 when gear'segment 'HH andpinion I45 are in their proper :pcsiti'ons relative to each other.

The rotary controller mechanism 6 comprises a casing I49 having the driving shaft Hi5 and a controlleroperating shaft I50 'rctatably mounted in coaxial alignment therein by means of a pair or bearings HI and a pair of bearings 152, 183, respectively. On the end of the operating shaft I ifi opposite that on which the pinion I45 is mounted there is rigidly mounted by means of a key I53 an arm I54 extending radially outward from said shaft. Rigid-1y mounted to the-outer end of the arm I54 is a pin I55 extending a direction away from said arm and parallel to the axis of the driving shaft his to make an operative connection with a stepping or latching mechanism I56. At one end-of-shaft I45 a bearing washer I5! is mounted between the casing M9 and pinion I45 while at the other end a similar bearing washer I5ia is located on the other end of the shaft between the casing and the arm iM.

As shown in-Figs. Land 50f the drawings, the stepping mechanism I56 comprises an annular portion or rack I58 fixedly mounted in a portion of the casing 145 and having on its inner periphery a row'ofteeth I59 fo'rdetaining engagement with a pawl I66 'to restrict the rate of increase in propulsion to a step-by-step change in propulsioncontrol. The annular portion I58 is also provided on its inner periphery with teeth IBI for engagement with a pawl I62 for restricting the rateof increase of braking power at certain-stages. The pawl Hi comprises an arm "I53 extending towards the teeth I59- andis provided at the base of saidarm with an opening ii -i through which "a v,pin- I65, mounted in a carrier member -I 8,;e-x tends for supporting said pawl, the opening I64 being elongated in -the;direction of the'arm I63 so as to permit rocking and shift- :ing movement of the pawl relative to the pin and vice versa,-for a purpose to be more fully explained later. The pawl I50 further comprises an arm I51 extending substantially radially from opening- I64 at an angle to the arm I53 and adapted to make contact .with a pin :68 secured in one end of anactuating element or link I69 for controlling the movement of the pawl I50 relative to the carriermember I66 and to the rack I58. interposed between the arm I6! and a portion 058a of the carriermember IE is a spring I which biases the pawl 160 in a direction for en- The pawl I 62 comprises an arm I'II extending towards the teeth IBI and is provided at the-base of said arm with an opening I12 (Fig. 4) through which thepin I65 likewise extends'for supporting the pawl, the opening H2 beingelongated in the direction of the arm I'|'I for'similar'purposes to that of pawl I66. The pawl I62 further comprises an arm I13 extendingradially at an angle 'for'engaging the teeth ISI and the pin Hi8.

The carrier member I66 (Figs. 4 and 5), constituting a part of the stepping mechanism IE6, is rigidly secured to the controller operating shaft Iii by means of a set-screw H5 and a semicircular key H5. The downwardly extending portion 'I'I'l of the carrier member ltd through which the pin r65 extends is bifurcated and intermediate the pin I65 and shaft iEil is provided with a pair of matched elongated openings Ilia (Fig. l) extending in a direction substantially parallelto that of the openings IM and 12 in 'thepawls IE3 and I62, respectively. In an upwardlyextending arm N8 of member 5-58 diametrically opposite to the bifurcated portion Ill there is "provided a ball bearing M9 for reception of a pin iBIl secured at either end in the actuating element or link 59 for rocirably supporting said link.

The linkIe is provided at the-top (Fig. 5) with around-bottomed channel ISI which accommodates pin I55 in close-fitting'engagement, the pm, :as has been noted, being rigidly secured to the outer end of thearm 55%. The link its is formed in-the shape of a bow, substantially bridging the shaft I'Eiil with one end mounted on pin I8ii and with the opposite end carrying the pin I58, at the side of shaft I59 adjacent the pin 65. The link :89 has two matching parallel sides which slidably engage'two opposite outer surfaces of the arm 1180f the-carrier member id?) and are journaled on the pin I85, while at the opposite side of shaft iEiSsaidsides are disposed on at either side of arm I-ii of member its and carry the pin As shown in Fig. 4 and above described, the controller operating shaft N56 is rotatably supported adjacent its one end in the bearing I52 mounted-in a suitable opening in a wall I83 of the casing Mil-and at its other end is supported in a bearing I8 imounted in a suitable opening in an outer wall I85 of-casing I59. Intermediate its ends the shaft I59 is of squared cross-section, having mounted thereon in interlocked relation a plurality of rotary cams I85 having central openings of squared shape corresponding to the cross-section of the operating shaft. Each cam I 86 -is-adapted to operate a-pair of oppositely arranged contact fingers I8? into and out of contact with respective fixed contact members I38 (Fig. 6) according to the-contour of the rotary cam. The contact fingers I81 at each side of the plurality of cams I86 are hinged, in spaced substantially parallel relation toeach other, to a supporting board IE9 of insulating material secured to the casing M9 by means of headed s'grews I98 in positions determined by dowel-pins As will-be seen in Fig. 6, each contact finger I81 isprovided at one end with'a roller Hi2 that engages-the peripheral edge of the respective rotary cam I86. Whenone of the rollers I92 engages in a depressed portion I93 of the peripheral edge of the cam I86, a spring I94 becomes efiecti-ve to actuate the contact finger I8! into contact with the respective pair of the fixed contact members I88. When the roller I92 engages the outer rim or edge of the cam I86,'the respective finger I3? is shifted out of contact with the respective fixed contact members I88. A yielding contact tip I95 having an associated bias spring I98 is provided on each contact finger I81 in the manner shown so that the contact tip may close a circuit between the respective pair of fixed contact members I88 without the necessity of electric current passing through the contact finger I81 itself.

The specific contour of the rotary cams I86 and the relative angular position of one to the other is such that the contact fingers I8I are actuated into and out of bridging contact with the respective stationary contact members I88 in the proper sequence in connection with manipulation of the handle 64 to provide the desired propulsion or braking control in either a forward or reverse direction of motion of the locomotive.

The various operating positions of the controller shaft I50, and consequently of the rotary cams I86 and the carrier member I 55 secured thereto, are positively defined by means of a disc I9I (see Figs. 6 and 7) fixed to a squared portion of the shaft by means of a set-screw I58 and having suitable notches I99 in the peripheral edge thereof for receiving a roller 200, which roller is rotatably mounted by means of a bearing 20I on a lever 202 and yieldably, biased into contact with the peripheral edge of the disc I9! by a spring 204. The lever 202 is pivoted at one end on a suitable stud 203 secured in the casing I49 in parallel relation to the controller shaft I50, and is operatively engaged at the other end by the coil spring 204 interposed between a wall of the casing I49 and the lever end.

In order to insure the disc I9'I being fitted over the operating shaft I50 in one position only, a pin 205 is provided in a side of said shaft I50 which extends into a suitable groove or slot 206 formed in the central opening of the disc IBI. Thus the disc is prevented from being installed in improper angular relation to the controller shaft I50.

Operation 7 In operation, let it be assumed that a locomotive equipped with a controller apparatus embodying the invention is stationary and that it is conditioned for operation under the control of this controller apparatus, the handle 29 and other parts of which are positioned as shown in Figs. 1, 2 and 3 of the drawings. The button 85 being seated in recess 86 as shown, the lock 80 is in a position to prevent movement of the lever assemblage 53, and thereby handle 64', out of the neutral position midwayinthe cross-slot section I! and the braking lock-out mechanism 90 is in a position to prevent undesired movement of the lever assemblage 53 into a braking zone for either forward or reverse movement of the locomotive. The electrical circuits through the forward contacts I37 and reverse contacts I36 are open as best seen in Fig. 8 and all the contacts in the drum controller mechanism 6 are open. In the self-lapping control valve mechanism .4 the adjusting screw 45 is positioned to maintain fluid under pressure at a certain desired minimum degree in the" delivery pipe 33 andconsequently valve 25 is in seating engagement with diaphragm follower I and supply valve 35 is in seating engagement with the part 28 of the piston 22.

Now, when the operator wishes to propel the locomotive in a forward direction he may pull the button 85 out of the recess 86 against the force of the spring-39 and move the button into the recess 81 where the spring 89 will'holdit, thereby moving the lock 80 out .of the line of motion-of the leverassemblage-53 in the'slot section 11-. The handle 64 together with sleeve portion 63 of the lever assemblage 53 are then moved to the left in the slot section II, as viewed in Fig. 3, toward the slot I05. When the left-hand extremity of the slot section 11 is reached by the sleeve portion 63, the sleeve portion 63 is clear of the lips I8 and may then be moved outwardly by the handle 64, sliding the sleeve portion on the control arm 58 and under the detent I0 (Fig. 2) until the detent rests in notch 68 instead of notch 60 in the sleeve portion and at the same time-carrying the pin 65 (Fig. 1) to its extreme upper position in opening 55. In this position of the handle the reduced portion I9 registers with a ledge or lip 20? around the rim of the slot I05 so that the handle 64, as viewed in Fig. 1, may now be guided for longitudinal movement in the slot I 05 but not transversely in the slot section I1.

As the handle 64 is moved from the neutral position to the left (Fig.3) as just described, the lever assemblage 53 is rocked in a counter-clock wise direction, as viewed in Fig. 1, about the pin 59 causing the plunger I I4 to be shifted to the right by reason of its connection with lever assemblage 53 through the medium of the fork III thereof and the pin I I5 in the plunger. In shifting to the right the plunger I I 4 actuates the contact arm I24 in a clockwise direction, as viewed in Fig. 8, against the pressure of bias spring I25, bringing the contact member I 35 into engagement with the stationary contacts I31 and" thereby establishing electrical circuits with a reverser and sanding mechanism on the locomotive, which mechanism is not a part of this invention and therefore not shown. The ball detents II'I con-e tained in the plunger II4 will register with the; openings I2I and as a result of pressure exerted by springs II8 will resist movement of said plunger out of the position just assumed.

With lever assemblage 53, operatively disposed in the slot I05 by pulling the handle 64'to its extreme outer position and the operator wishing to effect forward propulsion of the locomotive, he may move the handle 64 to the right as viewed in Fig. 2 which corresponds to upward movement of the shaft assemblage 53 as shown in Fig.3. This movement of handle 64 effects clockwise movement of the lever assemblage 53*(Fig. 2) cam' member 52 and gear segment I4I about sleeve 54. Since the teeth I43 of the gear segment-42 are in meshwith'the teeth I44 of the pinion I45, clockwise rotation of'the cam member 52 effects counter-clockwise rotation (Fig. 1) of the pinion I45 and, the shaft I46 rigidly connected thereto, which movement'corresponds' to clockwise rota tion of the shaft I46 asjviewed-in Fig. 5. f

-It will be noted upon referring-to Fig. 7 that shaft I50 and therefore carrier member lfifi fixed thereon, are held temporarily stationary by the yieldable engagement of roller 288 with a notch I99 in disc I 9? which disc islikewisefixed'to Shaft I50. a

The shaft I45 acts through the mediumof the attached arm I54 and pin I55 upon the'upper end of link I68 to rock the link ina clock wise direction, as viewed in Fig. 5 about the pin I mounted in carrier member I88, moving the pin I58 secured in the lower end of the-link against-the pressure of'bias spring I14 actingon arm N3 of paWl-I52, into contact with the left-i hand ends of the openings I'IIa in the lower portion III of the now stationary carrier, member I 68. This motion of'pin I66 relative to carrier member I 66 I permitsspring j I10 .to' shiftpav vl accuse? I60 toward the left" until the pawl at the righthand end, of" the opening I564 engages-the righthand' side ofpin' I65 and thereafter urges the pawl torotate counterclockwise about pin I65 and toward engagement with rack I53 Further clockwise movement of the link I69 causes rotation of member I60 inthe samedirection, carrying the pawl I60 to the left along the inner periphery of the annular rack I58 until arm- IE3 of pawl I60 engages the first of the teeth I59 During the preceding action the disc i91- which is-fixed to the shaft I50, is rotated in a counterclockwise direction, as viewed in Fig. 7-, causing the roller "2-00 to-rideoutward on the hump between the first notch I99- and notch I99' immediately; to the left against the pressure of spring 206 acting on lever 202. After the pawl I60 passes the halfway point in its travel toward the first tooth I59, the roller is past the peak of said hump and spring 204' then actuates the roller inward to the bottom of the next notch I99 thereby causing" the shaft P50 and member I66 to=complete the first step of rotation ina direction for' increasing propulsion power. This movement of member- IBB is suflicient to carry pin I65 to the left-hand end of opening I64 in pawl I60 and alsoincrease the force of spring I10 acting on said pawl by further compressing the spring between portion I-tBw and the pawl. At "this time all the motion just described, including that of the handle 611 is interrupted.

During the operation just described, the disc- I 91, being rigidly secured to theshaft- I50, is rotated through the same angle as the cam members I86 which is sufficient to locate the second notch ISQ-fromthe right hand (Fig. 7') above the spring-pressed -roller 2fl0-by-which the shaft isheld stationary while the operation now about to be described takes place.

Ashas just been noted, the rotation of shaft I 50 isslightly outof phase with rotation of shaft It46idue to the lost motion connection between link 1:69 and carrier member I66 until they are in phase at the end of: the first stepof propulsion increase. However, at the end of first step ofrotation of shaft F50 the pressure of opposing springs I10 and :IHI: is unbalanced' in a direction for shifting thepawls 'tothe left, due to: the lost motion connection between the carrier member IBfi-and the pawls;

At this time, in order to further increase the propulsion power the operator must now reverse themotion of thehandl'e 64 a s'ufiicient distance to disengage the pawl. 11601 from: the first tooth I59abefore. thepawlz may be advanced to thesecond tooth 159 and the handle '60 advanced to marking 21on the guide plate 62- in the forward propulsion zone. Counter-clockwise movement I 1 2 tion relative to eachother as those shown in Fig; 5', but; displaced angularlyto positions adjacent thefirst of -teeth I 59;

Upon resuming clockwise movement of the handle 64 (Fig. 2-) the corresponding initial movement of shaft 1% and link Hit in a clockwise direction -(-Fig. 5) carries the pin- I68 toward the left away from arm it'l of the pawl I00, thereby permitting spring 11 0- to shift the pawl +50 to the left and to rotate it counterclockwise on pin I 65 into-position for repeating the operation described in' connection with the pawl r60 engaging the first tooth; With pin I65 disposed at the right-hand end of opening I65 and pin I68 disposed at the left-hand end of openings I'I'Ia', the link I69 rotates the member I66 clockwise, which member carries the pawl I60 into collision with the second tooth I59 and then moves pin I65 to the left-hand end of opening I64 and" further compresses spring Ih'l. At this time, roller 200 will beresting; in the next notch I99 to 'the left (Fig. 7-) in disc 197'. Upon reverse motion of link I59, pin 1 rotates pawl I60 out of engagement with second tooth I59, whereupon over-energized spring- I'Hl projects the pawl past theapex of the second tooth.

of handle '64 as seen in Fig. 2 eifects similar 50 movement in the shaft I46 and arm I54 attached thereto in a manner just thereverse of that previously described. The resulting counter-clockwise-movement of theli'nk I59' relative to the now stationary shaft I50 and member its causes pin I68 to rock'pawl I60 in a clockwise direction aboutpin I 65, which is now disposed at the lefthand end of opening I64, moving the outer end of arm I 64 inward until it is clear radially of the apex of the first tooth I59, whereupon spring I-IB prevails over spring I14 and propels said pawl end past the first tooth into a position from which it maybe actuated into engagement with thesecond tooth. The various parts of-the stepping; mechanism I56 are. new in the same posi- This stepping operation maybe repeated until the desired degreeofpropulsion power is obtained, or until, at position marking 8, the handle 6W is in position foreffecting maximum propulsion power.

'When it is desired to reduce' the degree of propulsion power, the handle 64 may be moved toward themarking FQR on-guide plate 62 which is opposite to that just described.

In the return movement, however, there will be no stepping, or latching; interruptions, since the contours; of the teeth F5! are such as to permit the pawls I60 and -Io-2- to ride over the teeth without operati'velyengaging them.

It being understood that the peripheral surfaces of the cams where-formed in such contour and relative position as to control the operation ofthe: contact fingers Iflt'in the opening and closing of certain of the electricalcircuits through the various stationary contacts I88 in the proper sequence to efiect the desired propulsion control, it is deemed that the specific function of the cont'actfingers I Bliis unnecessary to a clear understanding of the present invention.

Movement ofgthe control leverassemblage 53 in the forward s1ot. -I'05. from. the propulsion. zone past the slot H- into the braking zone is prevented by-the lug: I00 of the'leg Si in .the lock-out mechanism 90 extending'into the undercut .portion 103' of the slot 1'05. Ifthe operator desires to brake the locomotive while: moving forward, he may turn the handle flaeither'in a clockwise or counter-clockwise direction as viewed in Fig. 3, which results in rotating the integral cam portion 96 thesame direction. The cam portion 96 .acts in the openings 94 and 95 to draw the respective legs 9| and 92" inwardly from the position shown in Fig. 9 to the position shown injFig. 10'. In the latter position the handle 64* and lever assemblage- 53'may be advancedto the left in slot as viewed in Fig. 2, corresponding to downward movement inslot I'05as' viewed in Fig. 3, into the braking zone forforward motion. Movement of the handle 64' in this" direction actuates the link It 9 and thereby the pawl I62 in a counter-clockwise direction as viewedkinfFig. 5 in a manner similar. to that: described in connection. with. pro.- pulsion controi operation. The pawl" I62 con- 13 tlnues moving in a counter-clockwise direction until the tip of the arm m engages the first of the teeth IBI, thereby interrupting movement of handle 64.

As previously described in connection with controlling propulsion, the controller shaft I50 will be held stationary by the positioning action ofthe roller 2M in the extreme right-hand notch I99 of the disc I91. The handle 64 may then be moved in reverse toward the slot 11 and thereby the link I69 may be moved in a clockwise direction as viewed in Fig, 5 which, due to a lostmotion action between pawl I62 and member I66, and between said member and link I 39, similar to that described between pawl I69 and the link, over-energizes spring I14 causing the tip of the arm I'II to be drawn radially inward from the rack I58 until the arm I'II clears the apex of the tooth IBI and spring I14 propels said arm past said tooth. Following this, further advancement of the handle into the braking zone with a consequent proportional increase in braking power may be continued until the pawl I52 engages, or collides with, the second tooth I6I. At this point, the associated equipment is conditioned to pro- 2 vide maximum braking power and further advancement of the handle is prevented by the last mentioned engagement.

Considering now the cam member 52, a portion 208 of the cam member is formed in a segment of a circular disc, the periphery of which is adapted to be abutted by the roller 49 when the handle 64 is manipulated in the propulsion zone. Consequently, the roller 49 and lever 46 in which it is mounted will remain stationary relative to the control valve mechanism 4 and therefore said valve mechanism will not be active in, or participate in, obtaining propulsion control. 7

Another portion 269 of the cam member 52 is provided with a peripheral surface in the form of a cam or inclined surface 2I0 adapted to be engaged by roller 49. The surface 2 I8 is such that as the roller 49 rides on the surface 210 upon manipulation of the handle in the braking zone the roller is displaced vertically downward causing the arm it to rotate clockwise about the pin 4'? and to displace the operating rod 23 of the valve mechanism 4 an amount corresponding to the position of the handle 64 in the braking zone.

It is preferred that a minimum fluid pressure 50 of approximately ten pounds be maintained in pipe I3, and so therefore the various parts of the self-lapping control valve mechanism 4 will be disposed as shown in Fig. 1, in which release valve is seated on diaphragm follower I6 and supply valve 35 is seated on piston 22. The initial pressure in pipe l3 be determined by adjusting the force exerted by regulating spring 43 by means of the adjusting screw 45, which determines the opposing fluid pressure in chamber ill, which is connected to pipe l3.

As the operator advances the spring follower 44 inward by rotating the adjusting screw 45'the spring actuates diaphragm 9 and follower I3 upwardly and, through the medium of release valve 25 and connecting stem 33, unseats supply valve 33 against the. opposing pressure of bias spring 33, the piston 24 being held stationary by operating rod 23. Fluid under pressure then flows from supply chamber 34, past valve 33 into. delivery chamber 24, whence it flows through passage I2 to pipe I3, and to restricted port' I I leading to chamber It). When the pressure of fluid thus supplied to chamber I 8 acting on diaphragm 9 becomes suflicient to preponderate over the force of 75 14 spring 43, the diaphragm 9' will deflect downwardly, thereby permitting spring 39 to return supply valve 35 to its seat. Thus, screw 45 may be adjusted so that the desired initial 10 pounds pressure is obtained in pipe I 3.

As the operator advances the handle 64 in the braking zone to increase the braking power, the cam member 52 is rotated in a counter-clockwise direction about the axis of the plunger I I4 and sleeve 54, causing the surface 2!!! of the cam member 209 to traverse the roller 49 and actuate same vertically downward, rotating the arm 46 clockwise about the pin 41, and actuating the piston 22 in the direction of the diaphragm 9. With the release valve 25 seated against the diaphragm follower I6, this movement will be relative to said valve and also to the connected supply valve 36, so that fluid under pressure, supplied to supply chamber 3| by way of pipe 33, passage 32, chamber 3I and ports 35, will flow past valve 36 to delivery chamber 24. Fluid under pressure thus delivered to. chamber 24 will flow therefrom through pipe I3 to a fluid pressure operated actuator mechanism for a drum controller of dynamic braking circuits, all of which is not shown, since it does not constitute nor is it claimed as a part of the present invention. Fluid under pressure thus provided in piston chamber 24 will also be effective in chamber Ii! through passage I2 and restricted port II on diaphragm 9 so as to deflect said diaphragm against spring 43 as the pressure of said fluid is increased. This deflection of diaphragm 9 against spring 43 will permit movement of the release and supply valves, 25 and 36, respectively, with said diaphragm relative to the piston 22 whereby, immediately after opening of the supply valve 4I, said diaphragm will start to move substantially with the piston 22, and said valve will remain unseated as long as the piston continues to move. When the increase in pressure of fluid in piston chamber 2d and in chamber IIJ acting on diaphragm 9 is sufficient to permit the closing of the supply valve 36 by spring 33, further flow of fluid under pressure to said chambers will be prevented and the movement of said diaphragm will cease. Thus, the degree of pressure of fluid supplied to delivery pipe I 3 and to the brake operating apparatus not shown, and therefore the degree of brake application, will be in proportion to the degree of displacement of the handle 64 from the "off position adjacent slot TI into the brake zone past marking B on the guide plate 62 (Figs. 2 and 3).

When the operator wishes to reduce the braking power of, or release the brakes on the-locomotive, he may actuate the handle 64 in a clockwise direction toward oif position, which action will permit the spring 40 to actuate the piston 22 in a direction away fromthe diaphragm 9 and follower I6, whereupon fluid under pressure will be released from diaphragm chamber I 9. As the pressure of fluid in chamber it is reduced, spring 43 will deflect diaphragm 9 in a direction toward release valve 25, but said valve will remain unseated as long as the. piston 22 is moving in a direction toward'arm 43 and cam member 52 and thus away from said diaphragm. If move ment of handle 64 in a clockwise direction is stopped before full release position of the handle is attained, the release valve 25 will be seated, thereby retaining acorresponding portion of the former fluid pressure in chamber .III. If the handleis moved all the way to.off position, the valveswill assume the positions shown inFig. 1 of the drawings, in'which'zami'nimuln of approxi- L5 mately Ill-pounds pressure will be retained in the diaphragm chamber I'll.

It will be remembered that, when the handle 98 of the look-out mechanism 91! was released after thehandle 64 and sleeve portion 63 passed into the braking zone, the legs, 9| and 92 assumed under the influence of spring [92 the positions shown in Figs. 9 and 12 in which the lugs Hi9 and I! of legs 9i and 92, respectively, project into the path of the sleeve portion 63. Consequently, when the handle is following the guide slot I for forward motion of the locomotive and is nearing the chi position the sleeve portion 53, to which the handle is attached, will collide with lug 39 disposed in a notch I99 in said sleeve portion. Upon rotation of the handle 98 in either direction the legsv 9| and 92 will be retracted to the-position in which they are shown in Fig. 1G,

whereupon, the handle 46 may be returned to oif position adjacent thev slot Ti.

From this positionv the handle 56 may be manipulated to and locked in neutral position in which all contacts are open by pushing the handle inwardly to a position in which detent it rests in the notch 69 in sleeve portion '53, in which position the reduced portion 19 of said sleeve portion registers with ledges 18 in guide plate62, and then the handle may be moved to a mid-point in the slot T1. In this position button 85 may be pulled out of recess 8? and moved along opening 84 to recess 85 and released for resting therein. In this position of button 85 lock 88 is in the position shown in Fig. 11, in which position the sleeve portion 53 and handle 64 are locked against movement in any direction.

If it is desired to control movement of the locomotive in a reverse direction, the handle 6t may be moved toward the marking REV on the guide plate 82, after; which the handle may be pulled outward until the reduced portion 19 registers with a ledge or lip 2 I l on the rim of the slot itii. In this position the stationary contacts 136 are bridged by the contact members I34, thus establishing circuits for use in propulsion and braking for motion in a reverse direction of the locomotive. For effecting propulsion the handle may be manipulated in the propulsion zone and the cams 236 will be actuated in the same manner as that described in connection with propulsion in a forward direction. Likewise, braking of motion in a reverse direction may be controlled in the same manner as that described in connection with braking in a forward direction, also requiring the same manipulation of handle 98 as above.

Summary n will thus be seen that Ihave provided a comeither a forward or reverse direction. The con- V troller is further provided with several novel detaining means for preventing undesired movement of the handle outof neutral and off positions and for preventing manipulation of the handle in an undesirably hasty manner.

7 Having now described my invention, what I claim as new and desire to secure by Letters Patent, is: l

1. A vehicle power and brake controller device comprising an operating shaft having a neutral position and rotatable in, one zone out of said neutral position to. control propulsion power and out of; saidneutral' position in another zone; to

control brakin 'powen, a plurality of switch devices operative to open or closed positionin accordancewith, the rotary position of said shaft. actuating means comprising a single handle for rotating said shaft in either-zone, means'obstructing movement of said handle between a neutral. position and a brake controlling position, manual means for nullifying said obstructing means, stepping means interposed between said actuating means and said shaft for limiting continuous rotation of said shaft, in either of said zones to a series. of. steps, a braking control pipe, a selflapping valve device operable by saidhandle when the handle rotates the shaft insaid other zone to vary the pressure of fluid in said braking control pipe, and selector means comprising an element shiftable by said handle to one position to establish electrical circuits to be controlled during rotation of said shaft in said one direction and shiftable to another position to establish electrical circuits. to be controlled during rotation of said shaft; in said opposite direction.

2. A vehicle power and brake controller device comprising a rotary operating shaft, a plurality of switch devices operative to open or closed positions in accordance Withthe rotary poisition of. said shaft, actuating means comprising a single handle having a neutral position and movable therefrom in one direction to an off position for manipulation of the handle in a path for controlling forward, motion of the vehicle and movable therefrom in the opposite direction to an on position for manipulation of the handle in a path for controlling reverse motion of the vehicle, locking means having one position for permitting manipulation of said handle in either of said paths and manually operative to another position for permitting movement of said handle between off position in the path for controlling forward motion of the vehicle to off position for control- .ling reverse motion of the vehicle, detent means having a normal position for preventing movement of said handle between a brake controlling position and an ofi position" in either path and manually operable to a nullified position, stepping means interposed between said actuating means and said shaft for limiting continuous movement of said handle and said shaft in either a power control path or brake control path, a brake control pipe, a self-lapping valve device operable by said handle when the handle is manipulated. in a brake control path to vary the pressure of fluid in said brake control pipe in accordance with the position of said handle, and selector means comprising an element shiftable by said handle to. the off position in either of said paths to establish electrical circuits to be congrolled by manipulation of the handle in either pa 3. .A vehicle power and brake controller device comprising a rotary operating shaft having a non-operative position with a power control zone of rotation at one side of said position and a brake control zone of rotation at the opposite side of. said position, a plurality of switch devices operative, to open or closed position in accordance with the rotary position of said shaft, actuating means comprising a handle for rotating said shaft in either of said zones, means for confining manipulation of said. handle to a path for rotating. said shaft through said zones and said non-operative position, and locking means interposed; in, said path and normally preventing manipulation of, saidv handle for corresponding rotation 0f. said shaft between said non-opera tive position and said brake control zone, said locking means being resiliently movable to a position for rendering said locking means ineffective.

4. A vehicle power and brake controller device comprising a rotary operating shaft having a non-operative position with a power control zone of rotation at one side of said position and a brake control zone of rotation at the opposite side of said position, a plurality of switch devices operative to open or closed position in accordance with the rotary position of said shaft, actuating means comprising a handle for rotating said shaft in either of said zones, means for confining manipulation of said handle to a path for rotating said shaft through said zones and said nonoperative position, and locking means interposed in said path normally preventing manipulation of said handle for corresponding rotation of shaft into and out of said brake control zone and resiliently operable to be rendered ineffective.

5. A power and brake controller device for controlling movement of a vehicle in either one of two opposite directions, in combination, a rotary operating shaft having a non-operative position with a power control zone of rotation at one side of said position and a brake control zone of rotation at the other side of said position, a plurality of switch devices operative to open or closed position in accordance with the rotary position of said shaft, actuatin means comprising a handle for rotating said shaft in either zone and a sleeve slidably mounted on said handle for relative longitudinal movement, a portion of said sleeve having a particular profile, a guide plate having a first slot for guiding movement of said handle in the control zone for one direction of vehicular movement, a second slot for guiding movement of said handle in the control zone for the opposite direction of vehicular movement and a slot connecting said first and second slots for guiding movement of the handle between said slots when said shaft is in said non-operative position, each of said slots having a profile for matching said particular profile on said sleeve for permitting handle movement-in the respective slot and the elevation of the profile in said third slot being different from that of the profile of the other two slots.

' control zone of rotation at the other side of said position, a plurality of switch devices operative to open or closed position in accordance with the rotary position of said shaft, actuating means comprising a, driving shaft and a handle for rotating said operating shaft in either zone, a guide plate having a slot through which said handle extends for guiding manipulation of said handle in one path for control of movement of the vehicle in a forward direction, a second path for control of movement of the vehicle in a reverse direction and a third path connecting said first and second paths at a point corresponding to nonoperative position of said shaft, means interlocking said handle with said guide plate for delaying movement between two connecting paths, said interlocking means requiring manual adjustment of said handle before the latter movement may be effected, a brake control pipe, a self-lapping valve device operable by said driving shaft when said handle is manipulated in a brake control zone to vary the fluid pressure in said brake control pipe in accordance with the position of said driving shaft, lock-out means having a normal position for preventing movement of both of said shafts by said handle into or out of the brake control zone and manually operative to a nullified position, and stepping means interposed between said operating shaft and said actuating means for interrupting continuous movement of said shaft and said actuating means correspondingly in said brake control zone and said power control zone.

HARRY C. MAY.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 2,464,998 Stevens Mar. 22, 1949 2,477,836 Stevens Aug. 2, 1949 2,540,427 Charles et a1. Feb. 6, 1951 

